Automatic train-stopping device.



A.' w. WINBERG. AUTOMATIC TRAIN STOPPING DEVICE.

APFLCATON HLED AUGZO 1913. 1,187,413. Patented June 13, 1916.

2 SHEETS-SHEET l.

THE COLUMBIA PLANOGEAPH co.. wAsHNaToN. n. c.

A. W. WINBERG: AUTOMATiC TRAIN STOPPING DEVICE.

APPLICATION HLED AUG. 20, 19 l 3.

Patented June 13, 1916.

2 SHEETS-SHEET 2- :ar ta ANDEB-S W. WINBERG, OF SAN JOSE CALIFORNA,ASSIGNOR OF ONE-TIAL? TO F. B BROWN, OF SANJOSE, CALIFORNIA.

AUTOMATIC TRAIN-STOPPING DEVICE.

'Application file& August 20, 1913.

To all 'whom i?? may camera:

Be it known that I, ANDERs W. WINBERG, citizen or" the'Unted States,residing at San Jose, in the county of Santa Clara and State ofCalifornia, have invented certain new and useful Improvements inAutomatic Train-Stopping Devices, of which the following is aspecification.

This invention relates to train control systems. v r

For a full understandng of the invention reference is to be had to thefollowing de scription and accompanying drawings, in

' which Figure l is an end elevation of a locomo tive cab equipped withthe mechanisnr' Fig. 2 is a side elevation of the mechanism, the sideoi' the cab being removed. Fig. 3 a detail View of the trippingmechansm. Fig. 4: a view showing a mechanism whereby the apparatus maybe operated from a point above the track.

Corresponding and like parts are referred to in the followingdescription and indicated in all the views of the accompanying drawingsby the same reference characters.

Broadly stated the present invention contemplates the provision of amechanism supported by the cab of a locomotive and normally maintainedwith one of its elements in the path of a trip member which is set fromthe tower of the usual block signaling mechanism. The mechanism isdesigned when actuatcd to cut off' the supply ot' steam to the engineers valve and at the same, time apply the air brakes, the air brakes beingapplied and the steam cut ofl" entirely independent `of the usual valvesunder the control of the engineer for accomplishing such purose. p Ithas been found in practice 'that ,where the steam supply and the brakemechanism are actuated electrically or by the use of spring-controlledmembers, the same are rendered inoperative by improper adjustment, byweather conditions, and particularly where spring s are used,theseostructures require constant attention in 'order that the springsmay at all times be under the proper tension to actuate the mechanism.

In the drawings the cab of a locomotive of standard lines isshownvequipped with the invention. The air control and' throttle whichare under the control of the engineer for ordinary use are of the usualconstruc- Specification of Letters Patent.

arm' 18. -which is pivotally mounted in a manner Patented June 13, 1916.

Serial No. 785,'705.

tion and are capable of use entirely independent of the mechanism whichconstitutes the present invention The throttle valve 11 is controlled bythe lever 12.', A cylinder 14 is supported on the boiler within the cab,there being a'piston (not shown) arranged within said cylinder andnormally maintained toward thefront end of the cylinder. This piston hasa stem or rod which extends through the rearend 17 ofjthe cylinder andis connected to one terminal of the rocking The other terminal of thisarm hereinafter described, is connected to the terminal of a plunger 19which is of the same Construction as the plunger of the throttle valveand actuates a valve 20 in the steam pipe 21. This valve 20 is arrangedabove the valve 11, that is intermediate the steam supply and said valvell whereby when the valve 20 is actuated to cut ofi' the supply of steamthe opening of the throttle valve 11 will not admit steam to thecylinders.

The engineefis air controlling valve 22 is supported beneath thecylinder 14, air being supplied to the same by the conduit 23 andconveyed to the brake cylinder by the conduit 24. A second air valve 25is arranged adjacent the air valve 22. The conduit 23 connects directlywith the valve 25, the air being supplied to the valve 22 by the branchpipe 26. The air from the valve 25 passes through a pipe 27 whichconnects the valve with the pipe 2- t which passes to the'brakecylinders. Thus itwill be notedthat the air is controlledby either o'the valves 22 or 25. At the same time it will be seen that operatingeither of the valves when the other is open will not prevent theoperation of the brakes.

The [valve 25 is controlled by the stem 28 supported for rotationon thevalve casng and extending beyond said casing. The arm 18 is fixed on theupper terminal of said stern and When the piston 17 is reciprocated thearm will rotate the stern and accordingly reciprocate the piston 19, thestem 28 constituting the pivot for the arm. Thus the movement of thepiston within the cylinder 14 simultaneously outs off'the supply ofsteam and applies the air brakes.

A pipe 29 is connected to the cylinder 14, said pipe extendingdownwardly and'being connected to a steam conduit 30 which receivessteam from the boiler. A valve 31 is arranged in said pipe above itsjunct-ure with the Conduit 30, said valve being actuated 'by a stern 32which projects beyond the valve casing. An arm 33 is terminallyconnected to this valve stem, said arm at its terminal remote from thevalve stem being connected to a link 34 which extends downwardly to apoint adjacent the road-bed. A shoe 34' is pivotally mounted on thelower I end of this link said shoe carrying a roller 35 which isdisposed to contact with an obstruction arranged in the path of thelocomotive. shown as provided with a roller it will be understoo d thatany suitable Construction may be used and that instead of the roller'illustrated, a fiat shoe ora block may be carried on the lower terminalof the Shoe. lt will be noted that when the roller contacts with anobstruction the link 24 will be moved vertically. j

A shaft 36 is disposed transversely of the track beneath the rails, saidshaft being formed with cranks to which are pivotally connected plates37. These plates eXtend i longitudinally of the rails and theirterminals are disposed within guides 38 supported on the ties. 'Whenthecranks are raised the plates are disposed obliquely with 'respect tothe rails and with their terminals which are conn-ected to the cranksabove the `rails. When a locomotive approaches the plates the roller 35of the Shoe 34' will ride over 'the plate carrying the lower terminal ofthe link 34 downwardly and Operating the valve 31. The shaft 36 isarranged-at the entrance of each block of the signaling system and isactuated from the tower when the signals are set at danger to raise thecranks and set the plates in the path of the shoe 34'. When a trainenters the block 'with the signals set at danger, the link 34 will beactuated to open the valve 31 and admit steam to the cylinder 14. Thesteam supplied to the cylinder will move the piston therein toward therear wall of the cylinder and the arm 18 will be caused to rotate thevalve stem 38, opening the valve 25 and releasing 'the air. The movementot the arm 18 will at the same time close the valve 20 and cut ofi thesupply of steam. It will therefore be seen that when a train i entersthe block in which the signals are set at danger, the brakes will beimmediately applied and the steam cut oli. In order that 'the train mayenter the block and that the brakes, etc., will not be actuated, a link39 is pivotally connected 'to the sho'e 34', constituting a support forsaid shoe. The

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"tllink 39 at its upper terminal has a sliding connection 'with ah'and-lever 40, the oifset terminal of which is pivotally mounted on theeah. The hand-lever is slotted to receive a pin car-ried by the link 39which' is While the shoe or trip member is.

notched and passes through a guide 44, there being a pawl sldablymounted in the guide and 'engaging in the notches of the lever toprevent its movement.

This pawl is actuated by a fiexible member 46 which is connected to thegrip 47 of the hand-lever 40. The engineer Controls the operation of thepiston by means of a valve 63 which when operated, releases the braKesand restores the steam after the brakes have-been applied and the steam,cut off. i

A shaft 48 is mounted adjacent one of the drive wheels of thelocomotive, the sha'ft being provided with a roller 49 which engages theperiphery of the adjacent drivewheel. The shaft is supported by a*bracket 51 and its terminal which projects 'through this bracket isprovided with a pinion 52. The shaft 53 is disposed vertically of thecab and its lower terminal is provided with a pinion 55 which mesheswith a pinion on a longitudinal shaft driven by the pinion 52. casing 56and upon its upper terminal is mounted a governor 57. When theloconotive is traveling at an eXcessive-rate of speed the governor 57which has an operative connection with the valve arranged in the valvecasing 56 will open the valve andadmi `t stea'mto the cylnder 14. Thesteam is supplied to the valve 56 by means of the conduit 58 which isconnected to the pipe 59 which extends within thesteam dome. This pipe59 Supplies steam' to both -ot the conduits 30 and 58. The steamadmitted to the cyiinder 14 will actuate the piston to cut off the steamsupply and apply the brake's in the manner heretofore described. It willbc noted by this Construction that the steam will be cut oti and thebrakes applied when the loconotive is traveling 'at an eXcessive rate ofspeed.

Attention is called to the fact that various changes may be 'made in theconstruction in order thatthe mechanisn may be applied to various typesof loconotves and that the specific form ot connection between thevarious elements may be modified to suit different conditions. V

In Fig. 4 of the drawings is illustrated a means for actuating the brakeapplying mechanism from a point above the track.

This structure consists of an arm '60 pivotally supported on the root ofthe `'cab and actuated by a trip 61 mounted on the signal tower. Bythisstructure it will be seen that snow and ice will not afi'ect thevalve operating nechanisn. The structure' shown 'is merely illustrative'of' one w'ay of 'accomplishing this actuaton of the valves from a pointabove the track and it will b'e understood that any suitable structuremay be used which will efiectually operate 'the valves which control theactuating piston.

The shaft 53 passes through a valve Having thus described the nventionwhat is claimed as new is z In mechansm of the class described, thecombnation with a steam supply ppe, a valve arranged theren, an airbrake ppe, and a, valve arranged therein, of a, rock arm connected tothe stems of the valves and arranged when rocked to move the same, asource of steam supply, a cylnder in communication with the steam supplyand having a pisten connected with the rock arm, avaive controlling thesupply of steam to the cylindex', an arm connected to the stem of thesaid valve, a link connected to said arm, an abutment engagng membersupported by the link for swinging movement, and manually Opel-ablemeans for adjusting the position of the abutment engagng member.

In testimony wher-cof I affix my signature in presence of two witnesses.

ANDERS WV. WINBERG. [14. 8.] Wtnesses:

N. H. WEAVER, W. I. CURRY.

copies of this patent may be obtained for five cents each, by addresingthe "Commuoe' e! !n/cents. Whingto, D. c."

